Cushion underframe



y 8, 1956 w. K. DURBON 2,744,638

CUSHION UNDERFRAME Filed May 9, 1952 4 Sheets-Sheet 1 INVENTOR md 00 O0 ww mw 0N Q Q Q Q E N Q i N MM f UW m4 NH NNWNOQOH QM UN 8 William 1 Durbon came/zen, Mm 9 ATTORNEYS May 8, 1956 w. K. DURBON CUSHION UNDERFRAME 4 Sheets-Shae t, 2

Filed May 9, 1952 INVENTUR Will iam Durbon AT'IURNEYZS May 8, 1956 w. K. DURBON CUSHION UNDERFRAME 4 Sheets-Sheet. 3

Filed May 9, 1952 INVENTOR WL LLiG/m K. Durban,

0m mmq/ IL A] IORNEYS May 8, 1956 w. K. DURBON 2,744,638

CUSHION' UNDERFRAME Filed May 9, 1952 v 4 Sheets-sneer. 4

Fags) INVENTOR d WiI/Liam K Durban i BY E3 W Wmm ATTORNEKS United States Patent ice CUSHION UNDERFRAME William K. Durbon, Elmhurst, Ill., assignor, by mesne assignments, to Waugh Equipment Company, New York, N. Y., a corporation of Maine Application May 9, 1952, Serial No. 286,976

24 Claims. (Cl. 213-8) This invention relates to an improved cushion underframe for a railway car, i. e., to an improved underframe of the known type which embodies a rigid draft and bufiing column extending continuously throughout substantially the entire length of the car and movable longitudinally relative to the car body and body bolsters under the influence of draft and bufling shocks.

Underframes of the general type characterized above are known in the art and are exemplified in various patents such as U. S. Patent No. 1,693,194, granted November 27, 1928, to Otho C. Duryea. One of their important advantages is that train slack and cushion gear travel are independent, train slack being determined by the movement relative to the column of the car couplers mounted at its ends, and cushion gear travel being determined by the movement of the column itself relative to the car body and bolsters. Thus coupler movement and consequently train slack may be the same as or preferably less than in cars equipped with conventional draft gears, whereas cushion gear travel can be substantially greater with the result that heavy draft or butting shocks can be absorbed and/or dissipated and the underframe and car body thus subjected to substantially reduced forces. In the present invention, the

aforementioned characteristic advantages of cushion underframes are embodied in a new and improved construction having other new and important advantages as pointed out hereinafter.

It has been proposed heretofore to provide long travel cushion gears of various types, including various column and bolster constructions and both transversely extending leaf springs and longitudinally extending coil springs, with or without cooperating friction means to dissipate some of the energy of the draft or bufiingshock and to snub the recoil of the springs. In practice, however, the draft and bufi'ing column has usually been formed of flanged members, closely resembling the fixed center sills of conventional draft gear cars and functioning not only as part of the cushion gears but also as a load supporting member or sill. The resilient means, on the other hand, has usually comprised long coil springs arranged within and approximately in the center ,line of the column and having one end engaging part of the bolster center casting, the springs extending either outwardly or inwardly from the bolster and having their remote ends connected to the bolster center casting by means such as links and pins. Such arrangements, together with follower plates for both ends of the spring and cooperating follower stops secured to the column, provide double acting long travel cushion gears which as a rule are duplicated at both ends of the car in order to obtain the desired cushioning capacity.

Cushion underframes as described above, especially the well known Duryea underframe, have given good results in service over a long period. Neverthelessth'ey have not gone into general use because of certain definite and well known disadvantages, residing partly in their rather complicated construction but chiefly in their 2,744,638 Patented May 8, 1956 greater cost and weight as compared with conventional draft gears. The present invention retains the recognized advantages of cushion underframes, including long travel independent of train slack and consequently reduced forces, and at the same time eliminates the aforementioned disadvantages by the provision of a new and improved cushion underframe of much simpler construction and substantially less weight and cost as compared with cushion underframes heretofore employed.

More specifically, cushion underframes embodying the invention comprise a draft and bufling column which passes through a substantially larger spring pocket usually provided in the bolster center casting and cushion springs which are located in this pocket, the springs surrounding and preferably being supported on the column. The opposite ends of the springs can then be retained very simply by and between retaining means integral with or secured to the inner and outer sides of the bolster or its center casting, without the use of links, pins and associated equipment heretofore employed, while the column itself moves axially through the surrounding springs and acts'as a supporting and guiding mandrel therefor. The compression of the springs on movement of the column relative to the bolster can also be provided very simply and effectively by ring-like follower means surrounding and movable with the column to engage the springs at one end and to compress them against the retaining means at the opposite end. Thus the cushion gear is more compact and occupies substantially less space in the underframe than those heretofore employed, since a large part of the length of the springs is housed within the bolster itself. Also the mounting of the springs is much simpler and much more secure and the spring operating mechanism is reduced to its simplest terms, links, pins, follower plates and the like being eliminated. Still further the construction of the bolster center casting is simplified since known ring type can be used to great advantage. Such it 'is not necessary to provide a spring anchor or abutment projecting into the column as has been customary in previous practice.

It will be seen that the portion of the column which passes through the spring pocket and carries the spring or springs should preferably be approximately round in cross section and accordingly the entire column may be made up of one or more lengths of metal pipe. For ease of installation and also of disassembly in case of necessary repair, a plurality of pipe sections are'preferably arranged end to end and connected together at points between, at or outside the bolsters as may be desirable in each case. Any desired type of detachable coupling can be used to connect the pipe sections together, or the end of one pipe section may simply be telescoped within the end of the next pipe section and the two sections welded together. The latter arrangement is especially desirable at the spring pocket, since the spring or springs can be mounted on a relatively short" pipe section passing through the pocket and having both ends telescoped within larger pipe sections, the

ends of the latter forming shoulders or stops for com-' pressing the springs.

Within the broad aspects of the invention, any deover, cushion springs can be employed at either one or at both ends of the car as will be understood by those skilled in the art, and when two springs are employed they may be arranged to act in opposite directions but usually are both arranged to act in both directions. In the present invention, the location, mounting and operation of the resilient means are such that springsof the springs comprise an inner series and an outer series of rings, the inner and outer rings having cooperating wedgeshaped or conical surfaces so that upon longitudinal compression of the series, the inner rings are stressed in compression and the outer rings are stressed in tension. Usually each inner and outer ring is provided with oppositely inclined wedges faces and the rings of one series are staggered with respect to the rings of the other series so that the ring springs acts in both directions in known manner. The cushioning capacity of such springs is so large that in many cases a single double acting spring will suffice. In the case of a built-up underframe of the usual type it will obviously be desirable to locate the single spring in a pocket in one of the bolster center castings as described above. In the case of unieast underframes, however, it may be preferred to locate the single spring approximately at the middle of the car, since the necessary spring pocket can easily be provided in casting the underframe. Constructions of this type are described hereinafter, but it will be understood that the spring can be duplicated if desired, two smaller springs being used in place of one large spring to provide the required cushioning capacity.

Two embodiments of the invention have been illustrated in the accompanying drawings, but it is to be expressly understood that said drawings are for purposes of illustration only and are not to be construed as a definition of the limits of the invention, reference being had to the appended claims for this purpose.

In the drawings,

Figs. 1 and la together comprise a horizontal section taken on the center line of the draft and bufiing column at both ends of the ear, the intermediate portion of the underframe being omitted;

Figs. 2 and 2a together comprise a vertical section on the center line of Figs. 1 and la;

Fig. 3 is a section taken on the line 33 of Fig. 1a;

Fig. 4 is an end view of the column looking from the line 44 of Fig. 2a;

Fig. 5 is a plan view of the bolster center casting which is partly illustrated in Figs. la and 2a, the upper half of Fig. 5 being in section on the center line of the draft and buffing column;

Fig. 6 is a section on the line 6-6 of Fig. 5;

Fig. 7 is a side view of the bolster center casting shown in Fig. 5, the left-hand part of Fig. 7 being in section on the center line of Fig. 5;

Fig. 8 is a section on the line 8-8 of Fig. '7;

Fig. 9 is a plan view of part of a unicast underframe having a single spring at the middle of the car;

Fig. 10 is a vertical section on the center line of Fig. 9; and

Fig. 11 is a section on the line 1111 of Fig. 10.

It will be understood that the details of construction of the car body itself and of parts of the underframe such as the side and end sills and cross-bearers are not part of the present invention and hence have not been illustrated in the embodiment of Figs. 1-8. By way of example, however, Figs. 2 and 2a show part of the car flooring at 1 and the usual end sills 2 at both ends of the car. Also Figs. 1a, 2 and 2a show laterally extending bolster construction indicated generally at 3 and bolster top cover plates 4 which are tied in with the bolster center castings described in greater detail hereinafter.

The draft and bufiing column comprises a rigid member extending continuously throughout the entire length of the car and movable longitudinally through the bolsters relative to the car body. As indicated above this column is advantageously formed of a plurality of end-to-end tubular sections, the ends of a certain sections being of smaller diameter than and being telescoped within and suitably secured as by welding to the adjacent ends of sections of larger diameter. Preferably the sections of the column which move slidably through the bolsters are each constituted by a tubular section of smaller diameter, whereby the ends of the adjacent tubular sections of larger diameter are located on opposite sides of the bolsters and form stops for purposes hereinafter described. Referring to Figs. la and 2a showing the right-hand end of the car, such a tubular section of smaller diameter is shown at 5, its outer end being telescoped within a tubular section 6 of larger diameter which forms the end of the column and its inner end being telescopcd within a tubular section 7 of larger diameter which extends inwardly from the bolsters. The ends 8 and 9 of the larger tubular sections 6 and 7 thus form stops located on the outer and inner sides of the bolster which cooperate with the means hereinafter described to cushion the longitudinal movement of the column through the bolster.

Referring to Figs. 1 and 2, the portion of the column which passes through the bolster at the left-hand end of the car similarly comprises a tubular section 10 of smaller diameter, its outer end being telescoped within a tubular section 11 of larger diameter which forms the end of the column and its inner end being telescoped within a tubular section 12 of larger diameter which e.\'- tends inwardly from the bolster. Since in the illustrated embodiment, cushioning means are employed at only one end of the car as stated above, the ends 13 and 14 of the larger tubular sections 11 and 12 respectively do not cooperate with cushioning means but can be employed to limit positively the movement of the column relative to the car body by engagement with the bolster as hereinafter described.

As pointed out above, the portion of the column extending between the bolsters may comprise a number of sections connected together at desired points in any suitable manner, or the tubular sections 7 and 12 may be the opposite ends of a single length of pipe.

Draft and buffing shocks are transmitted to the draft and bufling column by means of the usual car couplers which are mounted at the ends of the column for movement of limited extent relative thereto. As shown, the couplers are arranged for limited train slack movement relative to the column on buff only, according to the usual practice in cushion underframes of the types mentioned above, but it will be understood that this arrangement can be varied as desired. Since the coupler arrangement at both ends of the column is the same, a detailed description of one end will suffice. Referring to Figs. la and 2a, the sides of the tubular section 6 are longitudinally slotted near the end of the column to receive cheek plates 15 which are of ribbed construction for greater strength and are provided with key slots 16 of somewhat greater length than the width of the coupler key 17 which passes therethrough. The shank of the coupler 18 extends into the end of the column and is slotted at 19 for the passage of the coupler key 17, the slot 19 preferably being of somewhat greater length than the width of the key 17. The butt of the coupler bears against a follower plate 20 that is movable longitudinally within the column. The key 17 is normally maintained in its outermost position in the slots 16, and the coupler is normally maintained in its outermost position with respect to the key 17, by means of a suitable coupler spring 21. In the form shown, this spring is mounted between two plates 22 and 23 which are secured together by a plurality of radially disposed plates 24 surrounding spring 21 and here shown as three in number. The inner end of the spring 21 bears against the plate 23 and its outer end carries a head 25 that moves slidably through an opening in the plate 22 and extends outwardly into engagement with the follower plate 20. For ease of installation, the plates 22, 23, 24, the spring 21 and its head 25' can be assembled as a unit, the head 25 being secured to the plate 22 by one or more small tack welds. When this unit is inserted in the end of the column, the margin of the plate 22 bears against the end 26 of the tubular section 5, which is extended outwardly to an appropriate point for this purpose. The follower plate 20, coupler 18 and key 17 are then instai led, and on the first bufling shock to which the car is subjected, the tack welds are broken and the spring 21 and head 25 become effective to urge the follower plate 20 and the coupler and key outwardly and to maintain them in the normal position described above and shown in the drawings.

Any suitable means can be provided for guiding the movement of the column relative to the car body and also for guiding the movement of the coupler within the end of the column. In the form shown, a T-shaped guide 27 is secured to the top of the column and moves in a guide plate 28 having a corresponding T-shaped opening 29 therein, the plate 28 being suitably secured to the end sill 2 as by means of rivets 30. The coupler swings horizontally in the end of the column in the usual manner, and if desired the end of the tubular section 6 can be flared outwardly on both sides as indicated at 31 in Figs. 1a and 4 to increase the amount of swinging movement permitted. Vertical movement of the coupler can be prevented by means of a filler plate 32 secured in the upper part of the end of the tubular section 6 and by a coupler carrier iron 33 and plate 34 secured in the lower part of the end of said tubular section as shown in Figs. 2a and 4. As stated above, the coupler arrangement at the other end of the column is preferably the same as that just described.

It will be seen that when a draft force is applied to either coupler, the draft and bufiing column is pulled outwardly without train slack because the inner end of the key slot 19 in the coupler shank is normally in engagement with the inner edge of the coupler key 17, whereas the outer edge of said coupler key is normally in engagement with the outer ends of the slots 16 in the cheek plates 15. When either coupler is subjected to a buffing shock, however, the coupler can move inwardly against the spring 21 until the follower plate 20 comes into engagement with the plate 22, this movement providing a limited amount of train slack on buff only and being permitted by the extra width of the key slot 19 in the coupler shank and of the key slots 16 in the cheek plates 15. It will also be seen that after the coupler has moved inwardly through this limited extent, the buffing shock is transmitted to the column by the engagement of the plate 22 with the end 26 of the tubular section (or of the corresponding end of the tubular section It) at the other end of the column).

As also pointed out above, the cushioning means according to the present invention surrounds and is carried by the tubular section 5 which passes slidably through the bolster, being interposed between this tubular section and the surrounding center casting of the bolster. Accordingly it is convenient to describe next the preferred construction of the bolster center casting shown generally in Figs. la and 2a and in greater detail in Figs. 5-8 inclusive.

As usual, the bolster center casting comprises a center plate 35 adapted to rest on the truck bolster and having a suitable recess 36 to receive the head of a king pin which may be of any suitable type. Above the center plate 35 the walls 37 of the casting form an approximately circular opening 38 or pocket extending longitudinally in the center line of the car and of sufliciently larger size than the tubular section 5 to permit the interposition therebetween of the desired resilient cushioning means as hereinafter described. As shown in Fig. 6, the opening 38 may have non-circular enlargements at its upper portion as indicated at 39 and is preferably fiat at the top as indicated at 40 to receive the top cover plate 4 mentioned above. Horizontal webs 41 and vertical webs 42 extend laterally from both sides of the center casting for the attachment of the side bolster construction 3 mentioned above, the webs 41 being preferably inclined upwardly as shown in Fig. 6. The walls 37 of thecentral opening 38 are preferably strengthened by a plurality of vertical ribs 43 which connect these side walls with the horizontal webs 41, and also by ribs 44 which connect them with the center plate construction. As shown in Fig. 6, the edges of the ribs 44, the top of the center plate, and the adjacent portions of the walls 37 define the lower part of the opening 38 and this lower part is of circular shape.

The length of the resilient cushioning means may be greater than the longitudinal extent of the bolster center casting, especially when cushioning means are employed at only one end of the car as in the illustrated embodiment. In this event the bolster center casting is preferably provided with tubular extensions 45 and 46 on its outer and inner sides respectively, these extensions being aligned with one another and with the opening 38 and having approximately the same shape as the opening 38 as shown in Fig. 8. Thus the opening 38 and the extensions 45, 46 together provide a continuous tubular passage in the center line of the car. The extensions 45, 46 are preferably strengthened by a plurality of horizontal ribs 47 connecting them with the adjacent laterally extending vertical webs 42. In the form shown, the outer ends of the extensions 45, 46 are flanged at 48, 49 respectively for a purpose to be described hereinafter.

Since as already stated it is not necessary to provide cushioning means at the other end of the car shown in Figs. land 2, the bolster center casting shown in these Figures can be simplified somewhat as compared with that shown in Figs. 1a and 2a. Referring to Figs. 1 and 2, this center casting comprises the usual center plate 50, laterally extending horizontal webs 51 and vertical webs 52, and a central longitudinal opening 53, the casting being of ribbed construction similar to that described above. The opening 53, however, may be smaller than the opening 38 since it does not have to accommodate resilient cushioning means, and is preferably circular throughout so as to support and guide the tubular column section 10 which passes slidably therethrough. Also tubular extensions similar to the extensions 45, 46 are unnecessary, and the ends of the center casting form an outer annular abutment 54 and an inner annular abutment 55 spaced longitudinally from and adapted to be engaged by the adjacent ends 13, 14 of the tubular sections 11, 12 to limit the movement of the column as mentioned above.

Returning to Figs. 1a and 2a, the resilient cushioning means as shown comprises a double acting ring type spring having a series of inner rings 56 surrounding and mounted on the tubular column section 5 and a series of outer rings 57, the inner and outer rings being staggered relative to one another and each being provided with cooperating wedge-shaped or conical faces 58. The assembly of the rings 56, 57 is interposed between the column section 5 and the surrounding walls of the tubular passage 38 through the bolster described above. The ends of the ring spring are retained in the passage by suitable means forming part of or secured to the tubular extensions 45, 46 of the center casting. In the form shown, this is accomplished simply by means of rings 59 and 60 bolted at 61 and 62 respectively to the end flanges 48, 49 of said tubular extensions. The inner circumferences of the rings 59, 60 have a diameter closely approximating that of the tubular sections 6, 7 and cooperate slidably therewith to assist in preventing the escape of spring lubricant from the tubular passage through the bolster. The non-circular portions 38 of this passage provide reservoirs for such lubricant. Also the inner circumferences of the rings 59, 60 are beveled as shown at 63, 64 in order to guide the entry of the ends 8 and 9 of the tubular sections 6 and 7 into the tubular passage of the bolster center casting.

As pointed out above, the ends 8 and 9 of the tubular sections 6 and 7 constitute stops for operation of the spring 56, 57. Preferably, however, follower rings 65,

66 are mounted on the tubular section 5, being interposed between the opposite ends of the spring 56, 57 and the associated stops 8 and 9 of the column and being of sufficient diameter to be retained within the tubular passage of the center casting by the retaining rings 59 and 60. The rings 65, 66 are freely slidable on the tubular column section and serve not only as spring followers but also to support and guide the movement of the column. Hence suitable ring supporting and guiding surfaces are provided in the tubular extensions 45, 46 which have a length at least equal to the maximum movement of the column. Preferably these surfaces comprise a suitable number of pad-like raised surfaces 67 which, as shown in Figs. 5, 7 and 8, are four in number including one at the bottom of the passage 38, one at each of its lower sides, and one at its top. it will be understood that the surfaces of the pads 67 form parts of a circle having an appropriate diameter to provide a sliding fit with the rings 65 and 66.

The operation of the underframe will be understood from the foregoing description. In summary, when a draft force is applied to the coupler at the right-hand end of the column, or a bufiing shock is applied to the coupler at the left-hand end of the column, the column moves to the right relative to the bolsters. The column section 10 slides through and is supported and guided by the bolster at the left-hand end of the car. At the righthand bolster, however, the end 9 of the column section 7 engages and moves the follower ring 66 to the right, compressing the spring 56, 57 longitudinally against the follower ring 65 and the retaining ring 59 and thus resiliently cushioning the movement of the column by stressing the inner and outer spring rings in known manner. In case of heavy shocks, the column may continue to move until the end 13 of the column section 11 engages the abutment 54 of the left-hand bolster. Thereafter the spring 56, 57 returns to its normal unstressed condition, thus expanding longitudinally between the follower rings 65 and 66 and therefore moving the ring 66 and with it the draft and bufiing column column to the left until they are returned to their normal position shown in the drawings.

In case the left-hand coupler is subjected to a draft force, or the right-hand coupler to a buffing shock, the reverse operation takes place. In this case the column moves to the left and the end 8 of the column section 6 engages and moves the follower ring 65, compressing the spring against the follower ring 66 and the retaining ring 60. This leftward movement of the column may continue until the end 14 of the column section 12 engages the abutment 55 of the left-hand bolster. Thereafter the return of the spring to its unstressed condition and its accompanying longitudinal expansion results in moving the ring 65 and the column back to the right until they are restored to the normal position shown in the drawings.

Figs. 9-11 illustrate an embodiment of the invention in a unicast underframe in which a single spring is located in a spring pocket formed at the middle of the car, instead of in a bolster near one of the ends of the car. The unicast underframe may have any desired form and construction and need not be described in detail. In Fig. 9, one end of the underframe has been omitted to avoid duplication. As shown, the underframe comprises side longitudinal members 70 and spaced intermediate longitudinal members 71 which merge into centrally disposed extensions 72 at the ends of the car. These longitudinal members are interconnected by suitable transverse members 73, 74 and 75 which serve respectively as end sills, bolsters and cross-bearers, and the structure is braced and strengthened by suitable diagonals 76.

At the middle of the car, the intermediate longitudinals may be interconnected by an integral web 77 to provide adequate strength at this point for supporting the cushioning spring loads. Depending beneath and cast integrally with the longitudinals 71 is a Ushaped spring pocket 78, which may be suitably braced at its sides by laterally extending members 79. As seen in Fig. 11, the web 77 also closes the top of the spring pocket, forming a tubular passage 80 through the underframe which has approximately the same cross sectional shape as the passage 38 described above.

The draft and buffing column is of the same type previously described, comprising a tubular section 81 having its ends telescoped within and secured as by welding to the ends of adjacent tubular sections 82 of larger diameter. The section 81 is of smaller diameter than the passage 80 through the spring pocket to provide an annular space therebetween in which is located a ring spring 83 of the type described above. The spring surrounds and is mounted on the column section 81 between stop shoulders 84 formed by the ends of the column sections 82. Preferably ring followers 85 are interposed betwecn these stop shoulders and the ends of the spring, these followers slidingin the spring pocket and guiding and supporting the weight of the column and spring as described above. The cushioning device is completed by retainer rings 36 secured by bolts 87 to the ends of the spring pocket.

On movement of the draft and butting column either to the right or to the left, cushioning takes place in the manner described above. One of the shoulders 84 engages and carries with it the associated follower ring 85 at one end of the spring, thus compressing the spring 83 against the follower ring 85 and retaining ring 86 at the opposite end of the spring. Subsequent expansion of the spring restores the parts to their normal positions shown in the drawings. Oversolid stops can be provided in any suitable manner to limit positively the movement of the column.

It will be evident that the construction considered as a whole is characterized by extreme simplicity and by a minimum number of parts with resulting substantial savings in weight and cost as compared with cushion underframes of the types heretofore employed. The column itself consists simply of larger diameter sections such as 6, 7 (or 12), 11, or 82 and of the smaller diameter sections such as 5, 10, or 81, the ends of these sections being telescoped and preferably welded together. The advantages of this tubular construction with respect to availability and relatively low cost of parts, ease of assembly, and strength and rigidity are manifest. Moreover, by utilizing the ends of the several column sections to form stops for the coupler movement, for limiting the cushioning movement of the column, and for spring followers, the additional parts heretofore used for these purposes are unnecessary and further reductions in material and installation costs and in weight are thus realized.

The improved cushioning means described above has similar important advantages. By utilizing the column as a supporting mandrel for the long cushioning spring, the spring is completely mounted and guided throughout its entire length without the use of any parts whatever other than the column itself. Furthermore by housing the spring within the spring pocket or bolster, its cushioning action on movement of the column is accomplished very simply without the use of links, pins and associated devices heretofore employed for this purpose. At the same time the construction of the bolster center casting is simplified, since the spring loads act concentrically and are distributed around the circumference of the column and of the bolster opening.

Moreover, this arrangement is particularly adapted for the utilization of a ring type of spring, with the result that cushioning capacity can be substantially increased even though only one spring is employed at one end of the car, while at the same time duplication of spring retaining and follower means is avoided and the use of a simplified bolster center casting is permitted at the non-cushioning end of the car.

In summary, the invention thus provides an improved long travel cushion underframe .ofcushioning capacity that is equal to or preferably greater than that .of prior cushion underframes, and hence a car that can be handled and particularly coupled at higher speeds without damage to the car body or its contents, while at the same time the weight and cost of the underframe are reduced sufliciently that they do not militate against its general use.

While only one embodiment of the invention has been illustrated in the drawings and .described in detail in the foregoing specification, it will be understood by those skilled in the art that the invention is susceptible of various other embodiments and that various changes can be made in the form, details of construction and arrangement of the parts without departing from its spirit. Reference should therefore be had to the appended claims for a definition of the limits of the invention.

What is claimed is:

1. In a railway car, the combination with the car body and its underframe of a rigid draft and buffing column ex tending continuously throughout substantially the entire length of the car body and having couplers mounted at its ends, said underframe including hollow structure forming an elongated pocket with its end walls having aligned openings at opposite ends of and of smaller size than said pocket, said column being movable longitudinally relative to said car body through said openings and pocket and having substantially the same size and shape as said end openings, thereby providing an approximately annular space between said column and the surrounding pocket walls, resilient cushioning means located in said annular space and surrounding said column with its opposite ends retained by said pocket end walls, and follower means movable with said column and engaging and compressing said resilient means longitudinally against one of said end walls on movement of said column relative to said car body.

2. The combination defined in claim 1, said resilient means being supported on said column which is slidable through said means.

3. The combination defined in claim 2, said follower means comprising a ring-like means surrounding and movable with said column and having slidable supporting en gagement with said surrounding pocket walls.

4. The combination defined in claim 3, said follower means comprising rings slidably surrounding and supported on said column at the ends of said resilient means and inside said pocket end Walls, said column being enlarged in cross section to provide stops engaging said follower rings.

5. The combination defined in claim 4, the ends of the section of the column on which said resilient means and rings are supported being telescoped within and secured to tubular column sections and the ends of said tubular sections forming said stops.

6. The combination defined in claim 1, said resilient means comprising an inner series of rings supported on said column and an outer series of rings surrounding and engaging the rings of the inner series, the outer and inner rings having cooperating Wedge-like faces whereby longitudinal compression of said resilient means stresses the outer rings in tension and the inner rings in compression.

7. The combination defined in claim 6, each ring having oppositely inclined wedge faces and said follower means comprising rings slidably surrounding said column at the ends of said resilient means, said column being enlarged in cross section to provide stops engaging said follower rings.

8. The combination defined in claim 7, said spring pocket being formed in one of the car body bolsters, said column passing slidably through an opening at the other bolster which is sized to engage and slidably support said column.

9. In a railway car, the combination of a car body bolster having a longitudinal opening therethrough, resili 10 located in said opening and extending longitudinally of the car, parts of said bolster engaging and retaining the opposite ends of said means, a draft and bufiing member extending axially through said resilient means and movable longitudinally therethrough relative to said bolster, and stop means on said member at the opposite ends of said resilient means, one of said stop means engaging the adjacent end of said resilient means on movement of said member in either direction and compressing said resilient means against the bolster part retaining its opposite end.

10. In a railway car, the combination'of a car body bolster including a center casting having'a longitudinally extending opening and inner and outer tubular extensions aligned with said opening to provide a longitudinally extending passage, resilient means of approximately annular cross sectional shape located in said passage, the ends of said tubular extensions being flanged inwardly to retain the ends of said means, a draft and bufling member of substantially circular cross section extending axially through said means and movable longitudinally relative to said bolster, and follower means at both ends of said resilient means and movable with said column, one of said follower means engaging the adjacent end of and compressing said resilient means longitudinally against one of said retaining flanges on movement of said column in either direction.

11.. The combination defined in claim 10, said retaining flanges comprising rings detachably secured to the ends of said tubular extensions.

12. The combination defined in claim 11, said follower means comprising rings surrounding said column at each end of said resilient means inside said retaining rings and stops on said column for engaging and moving said follower rings.

'13. The combination defined in claim 12, said tubular extensions having surfaces slidably engaged by said follower rings for guiding and supporting said column.

14. In a railway car, the combination of a car body bolster having a tubular longitudinal passage therethrough, resilient means located in said passage and extending longitudinally of the car, parts of said bolster at the ends of said passage engaging and retaining the opposite ends of said resilient means, a draft and bufling column movable axially through said resilient means and passage, said column having a substantially round section slidable withing said means and having its ends telescoped within and secured to adjacent tubular sections of said column, and follower means for compressing said resilient means on movement of said column, said follower means including stop shoulders on said column formed by the ends of said tubular column sections.

15. In a railway car, the combination of a car body bolster having a tubular longitudinal passage therethrough and inwardly extending retaining flanges at the ends of said passage, a ring spring located in said passage between said flanges, a spring follower ring interposed between each end of said spring and its associated retaining flange, a substantially round draft and buffing column passing axially and slidably through and carrying said ring spring and passage and also passing slidably through said follower rings and retaining flanges, and follower stops on said column to engage said follower rings and compress said spring on movement of said column.

16. The combination defined in claim 15, said passage having concentric slideways for supporting and guiding said follower rings and column, and non-concentric enlargements providing lubricant reservoir space.

17. The combination defined in claim 16, said retaining flanges being detachably secured to said bolster and cooperating with said column to retain lubricant in said passage.

18. The combination defined in claim 15, the substantially round section of said column having its ends teleient means of approximately annular cross sectional shape scoped within and secured to adjacent tubular column 11 sections, the ends of the latter forming said follower stops.

19. The combination defined in claim 18, said round column section extending within one of said tubular sections to a point near the end of the column, a coupler mounted at said end of the column for inward movement relative thereto, and follower means movable inwardly by said coupler into engagement with the end of said round column section.

20. A draft and buffing column of the type which extends continuously throughout substantially the entire length of a railway car body and is mounted for cushioned longitudinal movement relative to the car body, said column comprising a plurality of end-to-end tubular sections, alternate sections having their ends telescoped within and secured to the adjacent ends of sections of larger diameter, one of said alternate sections being of sufiicient length to pass slidably through a spring pocket whereby the ends of the adjacent larger sections are located on opposite sides of the pocket to provide stops for cushioning means in said pocket, the outer end of said one alternate section being located near the end of said column, and a coupler mounted at the end of said column for inward movement relative to the larger section at the end of said column, the outer end of said alternate section within said larger section forming a stop to limit inward coupler movement and to transmit bufling shocks to said column.

21. A railway car body bolster center casting comprising a plurality of integral walls forming a center plate and a horizontal opening above the center plate, laterally extending vertical and horizontal webs on two opposite sides of said casting for attachment of bolster structure thereto, and tubular extensions from the other two sides of said casting aligned with one another and with said opening to provide an elongated tubular passage through said casting.

22. A center casting as defined in claim 21, said laterally extending webs ineludingwebs extending approximately horizontally from the bottom of said casting and 12 a plurality of spaced vertical ribs connecting each such horizontal web with the adjacent walls forming said opening.

23. A center casting as defined in claim 21, said later ally extending webs including substantially vertical webs extending outwardly from said two opposite sides of the casting adjacent each of said tubular extensions, and a plurality of spaced horizontal ribs connecting each such vertical web with the adjacent wall of a tubular extension.

24. In a railway car, the combination of a unicast underfrarne structure part of which forms a spring pocket extending longitudinally in the center line of the car, a rigid draft and buffing column extending continuously throughout substantially the entire length of the car body and having couplers mounted at its ends, said column being movable longitudinally relative to the car body through said pocket and having a substantially cylindrical shape of smaller diameter than the pocket opening to provide therebetween an approximately annular space, resilient means located in said annular space and surrounding said column with its opposite ends retained by the ends of said pocket, and follower means movable with said column and engaging and compressing said resilient means longitudinally against one of said pocket ends on movement of said column relative to said car body.

References Cited in the file of this patent UNITED STATES PATENTS 884,596 Lowry Apr. 14, 1908 1,262,108 Silver Apr. 9, 1918 1,320,011 Lee et al. Oct. 28, 1919 1,537,726 Alma May 12, 1925 1,645,408 Tomlinson Oct. 11, 1927 1,803,009 Faries Apr. 28, 1931 1,998,388 Scharfenberg Apr. 16, 1935 2,043,344 Alma et a1 June 9, 1936 2,050,541 Olander Aug. 11, 1936 2,434,944 Marsh Jan. 27, 1948 

